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I wasn’t sure what to expect when Gabe hit me up, saying some sunglasses company was interested in sending us stuff to sample. Us? Sunglasses? But then I thought about it. Most humans wear sunglasses every day on our silly little commutes to shield our feeble eyes from that dastardly ball of gas in the sky. Glare, whiteout reflecting off snow, clouds, and stupid Altimas, or direct sunshine funneled straight into your eyes all spell potential health hazards and an impending car accident. I’m no superhuman. I wear sunglasses on the road, too, and so do many of you, probably. So why not give these trinkets a shot? After all, sunglasses aren’t just for adding glitz to some snarky fashion freak’s aesthetic, right?

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Price and specs

Thanks to Tifosi Optics, a fine producer of budget-friendly sports sunglasses, I had the opportunity to sample two styles of frames with two styles of lenses over the past couple of weeks during my normal-ass routine. Both had different feels and would certainly appeal to different tastes, but one thing they have in common is a stellar price point. When I titled them as “Budget Shades,” I meant it.

A quick bit of online window shopping showed me that their aviator-style glasses range from anywhere between $35 and $59, depending on the exact lens and frame. Their Rayban Wayfarer-esque shades bounce between $30 and $55. It’s not as cheap as something on a stand at the mall, but it vastly undercuts the likes of Oakley and Rayban. Expectedly, non-polarized lenses will save you tens of dollars, while polarized lenses, like my two testers, occupy the upper echelon of Tifosi’s price range. All sunglasses are sold with a lifetime warranty, and spare parts are available on select models, including the aviators. And should you need it, you can get Tifosi glasses with prescription lenses, as well.

As for typical Acceleramota specs, let’s see. 0-60 mph? Some day. Quarter-mile? I don’t know, however fast you can jog. Displacement? I’m guessing less than two liters. No turbos, superchargers, or hybrid batteries, obviously.

What’s hot?

– Impressive glare protection comparable to more expensive brands – Little-to-no slide or bounce – Versatile lenses provide great vision, even in dimmer settings – Lifetime warranty and replacement parts available – Prescriptions available

Tifosi Shwae

Tifosi Optic’s Shwae aviators are about what I expected for an affordable aviator. It rocked a far sturdier build and better lenses than your typical mall booth or airport convenience store sunglasses, albeit to say it had a sturdier build is to say it can still feel a little frail in your hands at times. Aviators are aviators, and you’re often left worrying about being a clutz and damaging the thin frame. Still, it sits great on your face and almost never slides off your nose, and the black polarized lens does a fantastic job of filtering our sun glare without inhibiting your vision much at all, even on overcast days and dim mornings or evenings. In fact, I’d go as far as to say it’s comparable to more expensive brands.

If I had one bone to pick, it’d be that the “scratch-resistant” polycarbonate lenses aren’t scratchproof. Interestingly, they went through less abuse than the other pair I was given, yet they seemed to scuff easier despite being made of the same lens material. Weird.

So far, it’s proven to be a solid pair of driving glasses that will be an invaluable aid once the brutal Nevadan summer rolls around to roast eyeballs left and right. And I mean, look at it. You’ll be safer on the roads and look fly at the same time—unless you don’t like aviators, in which case, I say stop being lame.

Tifosi Shwae sunglasses: See it at Amazon

Tifosi Smirk

Although I was more excited about receiving the Shwae aviators, it was these Smirk Wayfarer-ish glasses that actually left me the most smitten. The acrylic frame was tough enough to withstand my clumsy self dropping a few, okay, several times, yet flexible enough not to crack when finagled into my Subaru BRZ’s terrible strap-type sunglass holder. I received a brown “Honey” frame color, one of several available, that goes well with many outfits, and the brown polarized lens proved to be the most versatile, easily making short work of glare while still being bright enough to forget they’re even on your face, cloudy or sunny. There are also small rubber pads on the nose piece to keep it from sliding off your face, which is a thoughtful touch when other Wayfarer-style glasses are straight-up plastic.

For the price (a few dollars cheaper than the comparable Shwae, mind you), I’m impressed. I originally thought it wasn’t my style, but it easily became my new favorite pair.

Tifosi Smirk sunglasses: See it at Amazon

What’s not?

– “Scratch resistant” doesn’t mean scratch proof – Aviator frame feels easier to bend or damage – Polarized lenses (expectedly) cost more

Not bad. Not bad at all.

Sunglasses weren’t really something I put much thought into as a driver, despite how often I use them. If I receive a pair as a gift, that’s cool. Or if I forget to bring a pair on a press trip, well, that’s okay; the airport sells a bunch for ten bucks a pop. But genuinely well-made, high-quality sunglasses with quality lenses are not to be slept on, and I’ve learned companies like Tifosi exist to deliver them to the masses at agreeable prices. The Shwae and Smirk are such examples and have proven we don’t have to settle for less because better options are too expensive. Let’s not short ourselves because we’ll never know when glare will come to send us into the back of a semi-truck or sail us off the race track or into a crowd of pedestrians holding kittens and bunnies or whatever else we find valuable that we’d prefer not to hit.

Shoutout to Tifosi Optics for the opportunity, and good job on a pair of commendable products. Keep it up.

The BMW M3 has been synonymous with performance since its inception in the 1980s. It was born from the company’s need to homologate a new car for Group A touring car racing. It went on to be the most successful touring car in history and has gone on for six generations over the past thirty-six years. And even though BMW has made changes along the way, it mostly stuck to the same formula that made it so successful. As much as I’d like to sit and ramble about the different generations, for the purposes of this article, I’ll be focusing on the fourth-generation BMW E92 M3. It could be said that it was the peak of M3 production, a type of car that BMW simply can’t make today because of regulations. And I think they knew then they built it, a kind of swan song, paying homage to all the M3s that came before it. But let’s dive in and see if it’s worth snagging that E92 M3 for sale from your friendly neighborhood car-buying sites.

Skip to section:

• Specs
• Review round-up
• Driving/ownership impressions
• Conclusion

used BMW E92 M3: see prices at CarGurus

Prices and specs

The majority of fourth-generation M3s sold were well-optioned. So, a lot of cars are going to have leather seats, iDrive with navigation, and other fancy luxury items you might find in the mid-aughts, like heated seats and those cool power folding mirrors. Remember, it’s an older car, so there is no CarPlay or Android Auto without aftermarket modification. Electronic damping control (EDC) was also common. The coupes came standard with a carbon fiber roof unless they were ordered with a sunroof. In 2010, BMW released the Competition Package. It featured a 10mm lower ride height, a different set of parameters for the electronic damping control, and a set of wheels specific to the Competition Package. 

New prices (2008 to 2013):	$56,500 to $62,845
Approximate used prices:	$25,000 to $45,000
Engines choices:	4.0-liter DOHC V8
Transmission choices:	6-speed manual, 7-speed dual-clutch automatic
Drivetrain choices:	Rear-wheel drive
Power:	414 horsepower
Torque:	295 pound-feet
Weight:	3,704 pounds
0-to-60 mph:	4.3 to 4.7 seconds
1/4-mile:	12.6 seconds
MPG:	14 city, 20 highway, 16 combined
Fuel capacity:	16.6 gallons

The V8 engine, dubbed S65, was based on the S85 V10 used in the 2004 to 2010 E60 M5, with minor changes to improve reliability and reduce weight. It spewed out 414 horsepower at a dizzyingly high 8,400 rpm and 295 pound-feet of torque at a still-kind-of-high 3,900 rpm. It also weighed 33 pounds less than the inline-six it replaced. It has eight individual throttle bodies controlled by two electronic actuators with a massive air plenum perched atop and a set of equal-length, four-to-one headers for the exhaust. You could have the car with your choice of either a six-speed manual transmission or BMW’s then-new seven-speed DCT, which were both equipped with a transmission cooler. A limited-slip differential was standard, christened “M variable differential lock.” 

The price of a used M3 from this generation has been on the rise lately, even before it made Hargety’s Bull Market list this year. Depending on condition, mileage, maintenance records, and options, they can run anywhere from $25,000 to $45,000. Generally, cars with fewer options demand a higher price, especially “single hump” cars without navigation, referring to the dashboard construction. The lack-of-a-sunroof “slick top” will also cost you extra, especially for E90 sedans. And if you’re the kind of person who wants a unique color, that’s also going to add a few dollars to the price. But if you don’t mind cars that have 100,000 miles or more and are a common color, a well-maintained example will set you back $25,000 to $30,000 in today’s market. 

Oh yeah. There were technically three members of the E9x family. There is the popular E92 coupe and the far less common and arguably less sought-after E93 Cabrio and E90 sedan.

What’s hot?

– Bonkers V8 engine  – Balanced chassis  – Rewarding drive – Resilient on and off the track – Shockingly versatile for everyday use – Abundant aftermarket support

Review round-up

I’ve always been a fan of history, and taking a look back to see what the professional opinion havers (auto journalists) and consumers thought of the M3 was entertaining. Unbeknownst to me, the car was met with extremely high praise from everyone who reviewed it—finding only a handful of small issues. Fuel economy, which I can attest to, is nothing to write home about. The addicting sounds bellowing from the engine certainly don’t help keep your foot off the throttle.

“Our M3 was a sedate and luxurious sedan as well as a supremely rewarding driving machine. Docile in inclement weather and smooth enough to transport your grandparents (if you can resist temptation), the M3 was equally primed for backcountry road-smash mode, where it would fire every synapse in your brain related to driving pleasure. And then you’d find the M Drive button, which holds your preferred throttle, traction, and damping settings. With one press, everything somehow managed to get better. This is the M3’s genius. There are faster cars, yes, and there are a few that are more rewarding to drive. But of those, we challenge you to find one that combines speed, thrill, and daily driving duties as deftly as the M3.”

Carlos Lago, Motor Trend 2009 BMW M3 verdict

“With the M3’s many buttons, you can make of it what you want: loafing commuter, track animal, high-speed touring express. But no matter how you set it, the M3 astounds. There’s more front-end grip than most people have the guts to exploit, the steering wheel able to carve perfectly elliptical arcs up a winding road at foolish speeds. Where the 911 battles each corner, sometimes in a nerve-jangling sine wave of alternating grip and push, the M3 is dead calm.”

Aaron Robinson, Car and Driver 2009 Porsche 911 Vs. 2009 BMW M3

“Not exactly a lightweight at an estimated 3650 lb., needs more than just a carbon-fiber roof panel to be race ready — although from the performance numbers and driver’s seat it would be hard to tell the M3 is heavy. It feels light and agile. Getting the car to its limits feels smooth and progressive. Few cars combine this level of performance with such docile behavior.”

Shaun Bailey, Road and Track 2008 BMW M3 road test

“A car has got to be pretty spectacular to win over the curmudgeons here at 1585 Eisenhower Place, especially when familiarity sets in over the course of 40,000 miles. But our Sparkling Graphite Metallic M3 did indeed win us over. For less than $70,000, the M3 bolts from a standstill to 60 mph in 4.3 seconds and turns the quarter-mile in 12.7 seconds at 113 mph. It pulls an exceptional 0.96 g on the skidpad, stops in 147 feet from 70 mph, and reaches a governor-restricted 161 mph. On a racetrack or a back road, it’s a beautifully balanced and hugely entertaining machine.”

Mark Gilles, Car and Driver 2008 M3 long-term wrap up

“I am a proud owner of a BMW M3 and I enjoy driving my vehicle whenever I have the chance. Starting off with the exterior of the M3. My M3 is white, and I absolutely love looking at it from a distance and also when I walk away… kinda creeps some people off, haha. Moving on to the interior cabin. Very nice black leather with the signature BMW stitching on the steering wheel. The navigation systems could use some work. First-time users such as myself would have a difficult time unless you are technology savvy. This is my first BMW, and I am very impressed with the styling, detail of the vehicle, and the way it drives. It truly is the ultimate driving machine. The description of my driving experience isn’t included in my review simply because you have to drive it to experience it yourself. Go test drive an M3 now what are you waiting for!?”

Consumer review of a 2013 M3 Kelley Blue Book

“I purchased this car used in August of 2014 with 16,000 original miles. I have owned a 2004 M3 and a 2008 M3. This is by far one of the most exciting cars to drive that I have ever owned. The car is bulletproof. This is the last naturally aspirated V-8 made on the M3 platform. BMW changing (in my opinion) back to the straight six-cylinder was a huge mistake. This car is a 13-point Dinan-equipped car. Nothing but positive comments about the looks, engine sounds, and overall styling. Do yourself a favor if you are considering this car… Just drive one. Not cheap to maintain or fix, but worth every penny!”

Consumer review of a 2009 M3 Kelley Blue Book

“Handles great, love the engine sound and performance. Spent a lot of time in the shop, though. Dual-clutch broke, navigation broke, blue tooth broke, passenger seat controls broke, rear differential fluid needed to be replaced, etc. My nav has been broken for almost a year and says, ‘please wait,’ indefinitely every time I try to use it. The service deparment claims that their tests show that it is working fine! Not worth the hassle in my opinion.”

Consumer review of a 2011 M3 Kelley Blue Book

“Meets all expectations . Sporty and classy. Definitely a head turner. I receive compliments from total strangers. People are still impressed with the retractable roof. I feel this car is undervalued. Purchased used for 30k with only 40k miles. Great price. I will get years out of this car. Very impressed with the handling and pick-up.”

Consumer review of a 2013 M3 Kelley Blue Book

The other slap on the wrist was the early and somewhat clunky iDrive unit in the  2008 models. This was replaced in 2009 when the car underwent one of BMW’s famous LCI (facelift) updates, making the system much more user-friendly. Even the average consumer gave the car stellar reviews. They loved it for its style, performance, and overall usability for a sedan that keeps up with outright sports cars. However, as I’m sure you could see in a couple of those consumer reviews, there were reports of this German car doing stereotypical German car things. No one is perfect, I suppose.

Driving and ownership impressions

The commute

Working as an automotive technician has given me the opportunity to drive a plethora of different cars, including different generations of M3. But it wasn’t until I bought my own 2009 E92 M3 two years ago that I really got to know what it was like to own one. 

As a daily driver, I found it better than expected. Plenty of useable space for dogs, kids, groceries, or whatever homeowner crap I bought from Home Depot. It deals with my twenty-mile commute without a problem. With the suspension set in comfort mode, it soaked up most of the cracks, divots, and expansion joints that pepper the 57 and 91 freeways. Everything about the interior was well thought out. The controls are intuitive and have a solid feel to them. The seats, even with the obvious bolstering, are comfortable on long trips. Of course, it’s helpful that they have adjustable bolsters and power lumbar support.

If it weren’t for the outdated iDrive system, you wouldn’t think you were sitting in a car that debuted in 2008. However, despite its inability to link to a newer iPhone, the infotainment system still does the job. You just have to plug into the auxiliary port if you want to stream from your phone unless it’s a 2011, and then you can just stream using Bluetooth. Even the cup holders provide a perfectly adequate place to put your morning coffee. And by adequate, I mean I’ve never inadvertently spilled anything. Plus, on those rare mornings when the freeway is wide open, you can get to work really fast. Really fast.

While the M3 functions just fine as a commuter, there are better cars for that, which is why it’s been replaced with a Nissan Leaf. This car was purchased for two reasons: Explore the vast and wonderful canyons and backroads of Southern California and turn laps at the track. 

In the canyons and at the track

This car is the last of the old guard. An M3 powered by a high-strung naturally aspirated engine backed by a manual transmission. Driving it over the undulating ribbons of asphalt cutting through the mountains behind Los Angeles is one of the rare events everyone needs to experience.

The V8 fills your ears with the abundant sound of induction and exhaust as you push into third gear headed toward a fast-approaching corner. The talkative hydraulic power steering lets you know what the front end is up to as you turn in after a dab of braking. You can feel the tires grabbing hold of the asphalt, and even mid-corner adjustments are effortless. The brakes are responsive without being overly grabby, and you’ll be hard-pressed to overheat them on the street. The whole car feels composed and, despite its weight, agile. Visceral sensations abound, even at what one might call reasonable speeds in a canyon setting. It’s part of what makes the car so special. You don’t need to push it to enjoy it. The character that comes from the drivetrain makes the car feel alive regardless of your pace. 

In my mind, having a car like an M3 and not taking it to the track doesn’t make much sense. So, I took mine to the track as often as I could. As impressive as the car was in the canyons, it was even better on track. After a simple change to high-temperature brake pads and fluid, even with an amateur driver like myself behind the wheel, the car filled me with enough confidence to attack every corner with the ferocity of an angry badger. The chassis is balanced enough so that even when I overcooked a corner, there’s only a touch of understeer that was easily overcome. Heel-toe downshifts were handled easily, thanks to the on-point pedal spacing.

Even with 148,000 miles on the original suspension, it still held things together in the corners. Of course, with the weight of the car, there was some body roll when I pitched the car into a turn. The engine pulls and then pulls some more, and then it bounces off the rev limiter because I forgot to shift. But even after a day at the track, having pushed the car as close to its limits as I could, everything held together with no overheating, no brake fade, no matter how hard I sent it. 

Keeping it running

 Maintenance and repairs are the one thing everyone fears when they’re considering buying a used high-performance German car, so this section is a must. And I’m going to be straight with you here: it’s not the easiest car to work on, and parts certainly aren’t the cheapest. And yes, the rod bearings should be replaced. Mine certainly were. It’s a classic “better safe than sorry” situation because if you do spin a bearing, it takes down the whole engine. Mind you, the cost of a new engine outweighs the cost of replacing the rod bearings by a vast number of dollars.  

That being said, I haven’t experienced any world-ending failures. Repairs have consisted of replacing gaskets to take care of oil leaks and replacing service items like spark plugs, drive belts, and air filters. Standard old car affairs. The most shocking bill came when I had to replace the brake rotors. Those massive 14-inch front and rear two-piece rotors were far from cheap. The parts cost me well over $1,000, including pads and fluid. And when it comes time for an oil change, don’t think you can just grab engine oil at any run-of-the-mill parts store. The S65 V8 uses a special 10W-60 synthetic oil that you either have to order from your chosen online European parts supplier or the dealership.

The good news is that just about anyone handy with a wrench will have no trouble taking care of one of these cars in their own garage. After all, it is based on an everyday 3-Series. Just set aside some extra time when dealing with the engine bay, as it’s a bit cramped. And if you’re into modifying your car, the aftermarket support is phenomenal. Whether it’s improving the suspension, the endless search for more power, or cosmetic changes you’re after. You better believe it exists. 

What’s not?

– Atrocious fuel mileage – High cost of maintenance  – Low front end likes to scrape on everything  – Be wary of throttle body actuators and rod bearings in high-mile cars – Older platform means no CarPlay/Android Auto connectivity without mods

pre-owned BMW: see prices at CarGurus

Should you buy a used E92 M3?

The 2008 to 2013 BMW E92 M3 is not for the faint of heart. So that question really depends on what you’re after in a car. If you’re looking for something that gets great gas mileage, is cheap to maintain, and will simply function as a large, wheeled appliance, then no, you absolutely shouldn’t buy one. However, if you want a car that stirs your soul every time you get behind the wheel and you don’t mind putting up with the extra cost and effort to keep it going, then yes, you absolutely should. But you’d better hurry because they’ve already started to catch the eyes of collectors, and you don’t want to get priced out of the market. 

On the first day, Albert Biermann created the Hyundai N division so that Korea may have the means to stand up to its incessant German and Japanese rivals. On the second day, Biermann created the Veloster N so that Road & Track staffers’ heads may explode in ecstasy over Korea’s newfound affinity for affordable driving dynamics. On the third, he crafted the Elantra N so that I could go to the mall for Donut Media stuff (no, seriously). And on the fourth, he spawned the Hyundai Kona N so that young urbanites and small families may, too, experience the wonders of burble tunes and dual-clutch gearboxes.

Alas, the Kona is a relatively new face in a saturated segment, having only begun life in 2017 and the N joining the lineup in 2021. A second-gen car had only recently appeared as of 2023, yet the Kona has proven to be a favorable choice and a hot seller among buyers. Heck, all of Hyundai has proven favorable in recent years. So, how about a used one? Is a used Hyundai Kona N worth the coin for that discerning enthusiast who may be looking for a sporty daily or a higher-riding alternative to the typical GTI? Hmm, let’s see.

Skip to section:

• Specs
• Review round-up
• Driving impressions
• Conclusion

used Hyundai Kona N: see prices at CarGurus

(Author’s Note: Special thanks and shoutout to my friend for loaning her 11,000-mile Kona N for a couple of afternoons to gather driving impressions.)

Price and specs

The Kona N sold with an MSRP of roughly $35,000 before taxes and fees, approaching a base model GR Corolla or a loaded Subaru BRZ tS. However, unlike those two, the Kona offers a taller seating position and more ground clearance for the urban rally stage and, for better or worse, front-wheel drive with an eight-speed dual-clutch gearbox only. Like the Elantra N, the Kona shares its 2.0-liter turbocharged heart that spews out a healthy 286 horsepower and 289 pound-feet of torque, enabling 0-60 in as quick as 4.8 seconds. At roughly 3,340 pounds, the Kona N is just a touch heavier than the Elantra but about on par, if not a bit lighter, than a current-gen Subaru WRX.

New prices (2024):	$34,950
Approximate used prices:	$24,000 to $30,000
Engines choices:	2.0-liter turbocharged inline-four
Transmission choices:	8-speed dual-clutch automatic
Drivetrain choices:	Front-wheel drive
Power:	286 horsepower
Torque:	289 pound-feet
Weight:	3,340
0-to-60 mph:	4.8 seconds
1/4-mile:	13.4 seconds @ 105 mph
MPG:	20 city, 27 highway, 23 combined
Fuel capacity:	13.2 gallons

Not bad for a family crossover, and fuel economy is quite good by performance car standards, if unremarkable by crossover standards or four-cylinder cars in general. But by eyeing the N model in particular, you ought to know what you’re getting into. It’s a family car built to go from Namyang to the Nürburgring, not just the elementary school to Costco. Kona Ns are fairly well-appointed, featuring CarPlay and Android Auto, built-in GPS navigation, heated seats, a digital gauge cluster, and single-zone automatic climate control.

No sunroof or all-wheel drive options are available, but all Kona Ns are backed by Hyundai’s generous and well-received five-year, 60,000-mile basic and 10-year, 100,000-mile powertrain warranties. One whole decade. Given the Kona N’s infantile age compared to other sport compacts, this warranty ought to still be well within its timer and of great use to prospective buyers for years to come.

What’s hot?

– Unmistakably fast – Corners like a champ despite tall height – Snappy, smart-shifting dual-clutch programming – Ergonomic interior with comfortable seating – Eager, playful demeanor – Quick-responding, easy-to-reach infotainment

First-generation Kona N and the only N so far (2022 to 2023)

Huzzah! There she be. The first-gen and, so far, only-gen Kona N, running for only two years in the United States with pretty much no major revisions or additions, only to be snuffed out by the arrival of a new-gen Kona, which more closely follows Hyundai’s current design philosophy. All Kona Ns, like my tester, are specced exactly the same: turbo-four ganger routing 286 horsepower through an 8-speed DCT to the front wheels only. Your options are colors and any available dealer accessories. And then there’s that super angular love-it-or-hate-it styling that grows on you after a while.

Second-generation Kona with no N model as of yet (2024 to present)

You’d be hard-pressed to believe the outgoing N is a Kona if you’ve only seen the new generation or be dumbfounded thinking the new one is a Kona if you’ve only seen the first generation. The new Kona sports standout styling akin to an Ioniq having a child with a Genesis, complete with front and rear light bars and the Elantra’s signature “Z” body lines carved into the doors. The outgoing Kona is also a significantly smaller car as the new model grows an inch in height, an inch in width, seven inches in length, and over two inches in wheelbase, all in the name of cabin space and refinement. While there’s no full-on N model yet, there is the peppy, 190-horsepower N-Line, but the increased size translates to increased weight, which has reportedly taken a toll on handling and performance. This presents a challenge for any future N variant to overcome, but it’s certainly nothing Biermann’s crew can’t handle, should they decide to make one.

Hyundai Kona: see prices at CarGurus

Review round-up

Existing for only two model years, it’s tricky to gauge the Kona N’s long-term reliability. But I’ll take the internet’s word that the Hyundai N family, in general, is usually nothing short of bulletproof. Some higher-mile examples across CarGurus barely crest 60,000 miles, just timing out of their basic warranties but still well within their powertrain warranties. Perhaps the biggest complaint about an N is that it can be a little raucous to those unprepared to saddle themselves with something so focused and over the top compared to a run-of-the-mill Kona, Elantra, or Veloster. To some, the ride can still be a tad too firm, even in the softest settings, but thankfully, the Kona is graced with a comfort seat option that Elantras don’t get, and Velosters no longer offer.

The Hyundai’s grip is stupendous, and the wheel transmits steady chatter from the road, such that you feel in your hands when the pavement abruptly transitions from smooth and fresh on the North Carolina side to patched and parched in Tennessee. Detecting that we’re up to some hijinks, the Kona’s N Track Sense Shift transmission software starts aggressively downshifting for corners and holding gears to redline all on its own.

Ezra Dyer, Car and Driver instrumented test, July 2022

Around town, there can be a little head toss with the suspension in its firmer Sport mode, but the crossover is otherwise perfectly poised. Hitting our local canyon road, we were continually amazed by the grip levels. No matter how much we turned the steering wheel or otherwise tried to induce slip, it just never gave up traction. The Kona N simply sticks and goes no matter how hard you try to break its resolve. It’s unflappable.

Bob Hernandez, Motor Trend instrumented test, August 2022

The Kona N makes for a compelling solution to these hollow excuses [saying one can’t have an enthusiast car because it sacrifices practicality]. It’s small enough to parallel park in New York City, practical enough for a shopping spree, and economical enough that I didn’t feel like I was breaking the bank, even as I filled up with premium gas. 

Aaron Segal, The Drive review, September 2022

Driving the Kona N spiritedly on back roads is fun. It’s super quick. You get grippy Pirelli summer tires (miraculously, still on my test car in November), relatively spot-on steering and a lot of feedback from the road. But unlike a GTI or a Type R, it doesn’t feel ironed over at all. You have a high center of gravity and a short wheelbase — 4.5 inches shorter than the Elantra N’s — which adds up to less stability. Normally-smoothed-out features like torque steer, body roll and tires scrambling for grip are readily apparent.

Tyler Duffy, Gear Patrol review, December 2022

The Kona N is only going to make sense to a certain subset of people. Those people will really, really love it. It seems like Hyundai’s attempt to give us a hot hatchback in a shape that the market is really into right now, the compact SUV. As a former GTI owner, the Kona N still has some of the same characteristics of the GTI and other hot hatchbacks of days gone by: a practical shape for folding down the rear seats and shoving in a bike or a dresser on occasion, a reasonably small footprint, and performance numbers that will shock people who judge cars by their badge. The Kona is just a lot less subtle about all of it. The styling is good looking but definitely not understated,

Consumer review on 2022 Kona N, Kelly Blue Book

While all of this is great, what really brings it all home for me is the day to day livability, and in this regard I think the Kona N has a leg up on the Elantra N, which I’ve also driven. The seats are great. They hold you in but don’t feel too stiff, and the leather/suede combination (I’m not sure if they’re real or imitation materials, but they feel great) is nice. While the interior won’t be confused for a luxury car, it feels solidly built and all the touch points are nice enough that the car never feels cheap. All of the lighted interior parts illuminate in blue as well, which is a cool touch that people don’t seem to be talking about. As a daily driver it really gets the job done, and you can fit four average sized adults in it no problem… Although people above six feet will probably struggle in the back seat, so keep that in mind.

Consumer review on 2022 Kona N, cars.com

I wanted a car that was functional but also very fun to drive. In comes the Hyundai Kona N. It’s not your typical CUV, it has a drivetrain that can be found in the Touring America TC race series Hyundai Elantra and Veloster. I can tote around my mom and her wheel chair while having fun carving the mountain roads (safely of course).

Consumer review on 2023 Kona N, cars.com

This car is a hoot to drive, and it also causes lots of glances over as you tear away from other cars when you are simply just driving around. Even in Eco mode the exhaust has some nice notes. The only issue is the suspension, but that should be expected given that this is a track-ready car.

Consumer review on 2022 Kona N, cars.com

Again, the standout complaint seems to be an overly stiff ride, which varies from person to person. More on ride quality in my driving impressions. And again, reliability talk seems to take a back seat as the cars are too new to have many nasty gremlins rear their ugly heads. But if magazine long-term tests and social media banter about other N cars are anything to go off, reliability should be of little concern to prospective owners, with little-to-no major hiccups reported and only a few people experiencing odd flukes that were never replicated. Car and Driver’s Veloster N long-term car experienced an unknown electric fluke that a computer reflash solved, and it never appeared again.

If anything, forums have reported a few high-pressure fuel pump failures with track-driven or heavily modified Veloster Ns, but some users are quick to note that these are uncommon occurrences and that Hyundai has otherwise made big strides in the reliability of its entire lineup. Buyers should also note if the cars they’re shopping for have had a particular recall, Safety Recall 236, regarding the 8-speed DCT resolved or not.

Driving impressions

The cool parent’s crossover

Well, how does the “broke-person Macan” drive? Out-freaking-standing, I say.

In Normal and Eco drive modes (and paying zero attention to the paddle shifters and NGS button whatsoever), you’d be hard-pressed to believe it’s anything other than a solid, well-appointed compact crossover with hefty-ish steering. The tiny size, outstanding visibility, and taller ride height versus normal hot hatches make the Kona N one of the better daily driver options for urban car enthusiasts. CarPlay works like a charm, as does the built-in GPS nav, and the digital gauges are legible.

Most appealing has to be the comfort seats, which retain enough bolstering for spirited drives but with more padding for long hauls versus the Elantra N’s rock-hard buckets. They do a commendable job helping to iron out road imperfections, the harshness of which I find to be a bit overblown in other reviews, as the softest modes aren’t terribly stiff. Sure, it’s firm, partly due to the short wheelbase, and downsizing from the factory 19-inch wheels to 18s would also help, but it’s still totally livable. That is if you’re accustomed to a Focus RS or F80 BMW M3, I must say. Perhaps I’d say otherwise in torn and battered places like Salt Lake City, Reno, or parts of SoCal.

Interior materials are unremarkable econobox stuff, easily showing this once-$35,000-car’s $25,000 roots. Plastics are abundant, but they’re tightly bound and devoid of creaks, at least in my near 11,000-mile loaner. Fuel economy is so-so, as well. The average economy readout of my friend’s car indicated a hair below 24 mpg, which is on track considering the Kona N’s also-mid EPA ratings. Hey, it’s a hot hatch, folks! That 13.2-gallon tank should keep fill-ups relatively cheap, and they make a Kona Hybrid, anyway.

Road-going rally car

Like the Elantra N, the Kona N is a bonafide ripper and eager to take anything you throw at it with glee and ferocity, from sweeping corners to tight hairpins. It feels every bit of its M-influenced heritage and makes great use of its 289 pound-feet of torque, nudging you into your seat on every pull. The DCT is geared short and shifts snappily, always keeping you in the meat of your powerband during pulls. Manual paddle response is quick, but the gearbox is smart enough in Drive where you can leave it to its own devices, and you’d be just fine.

In German car fashion, the exhaust blats and snorts on downshifts and lift-off and changes tone between Sport/N modes and lesser modes, shifting from “kind-of sporty crossover” to “wannabe rally car.” Also in German car fashion, the engine pulls butter smooth, or at least as smooth as it can be for premium hot hatch pricing.

Baby Porsche Macan? In this regard, sure.

But the most Porsche-like attribute one could point out is just how sharp and confident the Kona N is once you turn that big round thing in front of your face. Sure, it’s fast. But many sport compacts these days are fast. Few are as connected and razor-sharp as this, even with its ground clearance and humble family ute beginnings. After sampling this and the Elantra, I can say that Honda’s performance car steering is better. But Hyundai isn’t far behind. The steering weighs up nicely on turn-in, and the overall weighting is appreciably hefty in Sport, although the lightness in Normal mode feels more authentic to what the Kona N really is without sacrificing accuracy.

Speaking of which, the modes appreciably make a considerable difference. It’s not a case of, “Oh, it’s a little sharper or a little stiffer than earlier.” No. Sport and Normal really are transformative, from the steering to the exhaust and the tuning of the engine and diff, bouncing between a firm family crossover with sporty steering and nothing else and a true driver’s car.

Thankfully, the Kona shares its stablemates’ N buttons, allowing drivers to custom tailor their experiences to have riotous engines but soft suspension or a more or less aggressive e-LSD mode. Keep the Kona N in its softer suspension settings, and you can tackle most tattered canyon roads without worrying about upsetting the chassis or your passenger spilling their drink in their lap… Ask me how I know. Custom drive modes for the win.

And yeah. It’s a sport compact in 2024. If you want to add extra go, grip, or glamor, there’s a sizable aftermarket ready to take your money, as the local Hyundai N clubs have proven.

What’s not?

– Firm ride to some, especially in sportier drive modes – Unremarkable fuel economy – Unremarkable cargo space – Might be cramped for taller individuals – Front-wheel drive only – Fuel pump concerns for modified or track-driven N cars

New Hyundais: see prices at CarGurus

Should you buy a used Hyundai Kona N?

So. Baby Porsche Macan. Broke Porsche Macan. Blue-collar Porsche Macan. Am I crazy for making all these Porsche comparisons? Yeah, probably. It’s far from a real Porsche. But that should speak to how enjoyable the Kona N is to even think of such a brand when you start to egg this little guy on. It’s a silly endeavor, turning a Crosstrek fighter into a track-ready hot hatch on stilts. But Hyundai did it. And Hyundai wound up with one of the most enjoyable compromises in the affordable performance car market, even if it only stuck around for a couple of years.

Should you buy one? You can probably guess what my answer is and the answer of any auto journo or previous owner. The question you need to ask yourself is if you can deal with the compact size and cargo area typical of this class. Is this doable, or do you need something to haul more than one or two medium-sized things from IKEA? And can you tolerate the firm suspension and ho-hum fuel economy in exchange for driving enjoyment at any opportunity? The Kona N is still indeed a usable family crossover, but it’s one Hyundai twisted and bastardized into the antithesis of an HOA Karen’s ideal SUV and a car lover’s dream (affordable) daily driver. If that sounds even the least bit appealing, then have at it, and pick yourself up one of the most unique and lovable gifts to the automotive world since, well, the last two Ns.

Riiight. Let’s not beat around the bush. Cheap electric cars (plus infrastructure) are what we need for widespread adoption of the breed, but the market seems scarce on any super appealing options. Sure, the Tesla Model 3 Standard Range, Chevy Bolt family, and Nissan Leaf are effective and dandy vehicles, but they’re not really model citizens in style, quality, or character, and the Fiat 500e is still on its way. We need more, I say! Well, Hyundai seems like it’s here to help since you can now score their Ioniq 6 EV for as low as a $239-a-month lease. Two-three-nine. Sick.

Hyundai Ioniq 6: see prices at CarGurus

For reference, a comparable Model 3 can be leased for as low as $329 nowadays. Late last year, Bolts were leased for $299. And Polestar is currently advertising Polestar 2 leases for as low as $379. At an econobox-rivaling $239, the swoopy-droopy-looking Ioniq 6 has been making headlines and fueling social media banter for being the cheapest EV lease on the market today, creating an alluring deal for urbanites searching for a solidly built, comfortable, and stylish electric car devoid of egg-inspired aesthetics or questionable leadership ethics.

The stipulations are just as intriguing as the payment itself, leading to some questioning its validity and whether it’s all some pending April Fool’s prank that we’re bracing for. $0 down. 24 months. Mileage not disclosed. Still, not bad for two years with one of the more well-received grocery getters currently on sale. Alternatively, SE AWDs will lease for $349 for $349 down, while SEL AWDs will go for $449 for $449; both deals run for 24 months, should you care. Perhaps the biggest catch is that prospective lessees must act fast, as the deal expires on April 1.

The Ioniq 6 isn’t a bad car, either. With an MSRP of $42,450 for the SE trim and $50,150 for the Limited trim before incentives or fees, it’s not the most expensive nor the cheapest EV to buy. Rear-drive Long Range variants output 225 horsepower and 258 pound-feet, which is good for 0-60 in roughly six seconds and a Hyundai-estimated range of 361 miles. Dual-motor all-wheel drive saps range down to 316 miles but boosts performance to 320 ponies and 446 pound-feet. Non-Long Range variants make do with 305 miles of range while driving only the rear wheels or 270 miles with all-wheel drive. Battery capacity is either 53 or 77.4 kWh, depending on the range variant. In the unavoidable looks department, its fastback silhouette is clearly inspired by the likes of the Mercedes CLA and CLS, and its compact footprint makes it a sweetheart in urban commuting. The “borderline luxurious” interior, as described by Motor Trend, is typical Hyundai, which is to say modern, ergonomic, and totally functional.

New Hyundais: see prices at CarGurus

Hurry and cop one quick if you’re in the market! April Fool’s is just around the corner. A shame such a good thing can’t stick around forever, especially for something that’s a fresh break from the bottomless sea of Teslas and Priuses. But that’s life and the cruel, cruel world of the auto industry.

After more than a decade of sporty handling and sloped roofs, it’s safe to say we weren’t hurting for another luxury compact crossover SUV. To not only add another face to the crowd but to price it higher than its German rivals, I’d say you’re either out of your mind or you’re Italian. As it happens, Maserati is both. And while its standard Grecale GT and Modena trims are the result of rational decisions a faceless corporation would make to sell a commercial product in high numbers, the 523-horsepower Maserati Grecale Trofeo is the exact opposite in the best possible way.

Up against the dubiously named but popular BMW X3 M and the universally lauded Porsche Macan GTS, both of which have undergone years of refinement, Maserati has its work cut out for it. Not to mention that once-iconic Trident badge on the front doesn’t hold the same level of prestige it once did. But if reputation is all that’s standing between you and the Grecale Trofeo, don’t write it off just yet. From a plush, high-quality interior to a fierce supercar engine ripped straight out of the MC20, you’re going to want to take this one for a test drive.

Jump to:

• Price and specs
• Design, colors, and options
• Interior and tech
• Fuel economy and performance
• Lease or buy?

Price and specs

Having said that, if you’re going to write off Grecale Trofeo, write off the Grecale Trofeo. Entrepreneurial lessees could be in for a big tax break considering Maserati clocked our press car at $117,500 MSRP. Damn near fully loaded with all the bells and some of the whistles, for this price, I could have my pick of SUVs in not only this class but the next size up—certainly a well-specced Cayenne S. Hell, that kind of money could get you a true lightweight sports car and a Grecale GT.

Maserati Grecale: see prices at CarGurus

Base price:	$105,500
As-tested price:	$117,500
Powertrain:	3.0-liter twin-turbocharged V6 engine
Transmission:	8-speed automatic
Drivetrain:	All-wheel drive
Power:	523 horsepower @ 6,500 rpm
Torque:	457 lb-ft @ 3,000-5,500 rpm
Curb weight:	4,469 lbs
0-60 mph time:	3.6 seconds
Top speed:	177 mph
EPA estimated fuel economy:	18 mpg city, 25 mpg highway, 20 mpg combined
Observed fuel economy:	19 mpg
Fuel capacity:	16.9 gallons

That’s right, with a starting price of $65,300, the lower-trim Grecali (plural for Grecale) will more than suffice for the average Maserati SUV driver. The base GT’s mild-hybrid, 2.0-liter four-popper makes 296 horsepower, plenty enough to merge safely onto the highway. And, let’s face it, in our daily lives, that’s all most of us use the extra power for anyway. From $74,900, stepping it up to the midrange Grecale Modena unlocks the Trofeo’s premium interior touches.

Design, colors, and options

Say what you will about Italian cars (believe me, I do)—they do tend to be easy on the eyes. It’s a long-standing stereotype that Italian automakers give their designers a blank canvas, and the frustrated engineers have to work backward to bring their artistic visions to life. To what extent that’s true, I’m not sure. But it could explain how brands like Maserati avoided the polarizing—and in my opinion, heinous—trend of big honking grilles championed by BMWs. The front end of the Grecale is tame, inoffensive, and consistent with Maserati’s design language across its current lineup.

What’s hot?

– Classic, understated design – Fast, responsive engine – Brilliant stock exhaust – Five bespoke driving modes – Flexible air suspension – Dazzling metallic paint options

When our Grecale arrived at the bustling, grandiose Acceleramota headquarters in NYC (my apartment), I was struck by its majestic tri-coat metallic paint glistening in the sun. As I later found out, embedded between the middle and top, clear coats were tiny flakes of reflective aluminum, giving it that distinct iridescent flair none of my photos could do justice. This lovely shade of blue is undoubtedly the best of the bunch, but all of the metallics are stunning and well worth the $800 premium over the single non-metallic white that comes standard.

Maserati Grecale Trofeo metallic colors ($800):

• Bianco Astro (white with silver gloss)
• Grigio Lava (sparkly gray with bronze tint)
• Nero Tempesta (fancy black)
• Blu Intenso (spicy blue)

Maserati Grecale Trofeo non-metallic colors (included):

• Bianco (generic white)

Not one of the Grecale’s three trim levels offers a ton of extras when ordered from the factory, but that is especially true of the Trofeo. After all, Maserati parent company Stellantis’s strategy to improve reliability by giving customers fewer options—thus, fewer combinations of untested variables—seems to be paying off. In JD Power’s 2023 Initial Quality survey, Maserati showed the biggest jump of any car brand year-over-year.

Nevertheless, the Grecale Trofeo doesn’t forego factory add-ons entirely. Advanced driving assistance tech doesn’t come standard, nor do some more basic features you’d expect from a car in the six figures. The heated steering wheel, for instance, is baked into a $4,200 Premium Plus package, as are ventilated front seats. Wireless charging and a head-up display (HUD) are bundled together for another grand. Even all-but-essential safety features like blind spot assist tack on a few thousand clams. Now we’re talking paper.

Packages

Driver Assistance Plus ($3,100):

• Intelligent speed assist
• Traffic sign recognition
• Intersection collision assist
• Active driving assist
• Adaptive cruise control
• Lane keep assist
• Blind spot monitor
• Drowsy driver detection

Premium Plus ($4,200)

• Ventilated front seats
• Heated rear seats
• Heated leather steering wheel
• Heated windshield washer nozzles
• Sonus Faber 21-speaker sound system

Techssistance package ($1,100)

• Head up display (HUD)
• Wireless charging pad

Other options

• Roof rails ($400)
• Full LED matrix headlights ($1,200)
• Inox sport pedals ($200)
• Cargo rails on load floor ($400)
• 360-degree surround view camera ($800)
• Cargo 115-volt power outlet

Interior and tech

Don’t get me wrong, the Grecale Trofeo is a luxury vehicle through and through, no matter what packages or options you end up with. Odds are, you’ll never see a no-frills Trofeo at a dealership anyway. So you can rest assured that its old-money-inspired new-money cabin made me feel poor. Mission accomplished, Maserati.

If it wasn’t upholstered in leather, it was carbon fiber. The piano black bezels surrounding the infotainment displays were among the few plastic parts I could find. The firm grip of its swanky yet classic leather steering wheel gave me the confidence of an executive at a pharmaceutical company pretending to save lives. Physical controls were a nice touch.

Coming from an Alfa Romeo Tonale, the ignition button on the steering wheel was instantly familiar, and the drive mode selector on the opposite side was an upgrade. Adjusting the volume of my music and changing songs with controls on the back of the wheel took some getting used to. As did the frankly baffling procedure of opening the door from the inside. Pressing a button to open the door electronically when there’s a mechanical backup latch right below it made me wonder why the button was there at all. The answer, I reminded myself, is because why not?

The raw texture of carbon fiber can be found and felt everywhere from above the door handle to the center console. Red stitching accentuating the leather upholstery gave the Grecale Trofeo a sportier look, color coordinated with its performance. As we all know, red is the fastest color.

Although it’s not particularly exciting, the Android-derived Uconnect infotainment system is intuitive. A benefit of Stellantis’s platform-sharing, parts bin ecosystem is that the software has to scale across 14 different brands. If it doesn’t work for Maserati’s clientele, then it doesn’t work for Jeep or Ram or Alfa Romeo drivers either. As such, most people will get the hang of it after 10-20 minutes of flipping through menus on the Grecale’s Nintendo-DS-like dual-screen setup.

My only gripe with the infotainment, which is not unique to Maserati, is how eager it is to age. The more screens you have, the more dependent you are on software and computers, and the shorter the window of time in which a car looks and feels new. The bottom screen is a static HVAC panel, great! But then, at that point, why is it a screen and not a stack of tactile buttons I can program my muscle memory to press without looking? A digital gauge cluster is less concerning—there’s a level of tailored control over what I’m seeing, and it’s not something I’m constantly engaging with, unlike climate controls.

But hey, at least we have a row of real physical buttons between the two displays!

Oh, no, that’s a gear selector, isn’t it?

Don’t forget to double-press P to throw it in Park, or else the car will stay in reverse.

Oh, Maserati.

As much as I appreciate a good historical nod, the analog timepiece in the middle of the dashboard doesn’t feel quite the same either as yet another backlit digital display. I’d be willing to accept it if it served some function beyond telling time—maybe a built-in timer for recording lap times or a way to benchmark acceleration. But no, it’s just a clock. Nothing more to see here, Gabe. Don’t question why an analog clock can’t be, you know, analog… move along.

Capping this section off on a positive note, because despite spending several paragraphs on a rant about screens, I do like the interior in the Grecale. No, really!

If recent Mercedes are any indication, maybe those in the target income bracket for this car don’t care how it ages. More likely than not, they’ll lease it for a couple of years and then move on to something else. Then some sucker will buy on the used market for the price of a new Nissan Altima, and it becomes their problem. And that sucker will be me.

Where was I? Right. Cargo space. It has a good amount: 20.1 cubic-feet behind the second row. More than the Porsche Macan GTS, and less than the BMW X3 M.

Fuel economy and performance

Do we have to? Before I start philosophizing about the moral quandaries of driving a status symbol on wheels, much less leasing a new one every 2-3 years, let’s cut to the chase: No one cares about how much fuel they’re burning in a Maserati. The answer is 18 mpg city, 25 mpg highway, and 20 mpg combined. No one cares so much, in fact, that you made it this far and forgot I already wrote this on a chart three sections ago. You know how I know that? Because I forgot too.

Those are decent numbers. So decent, they’re boring. Both the GT and the Modena are rated for 22 mpg city, 29 mpg highway, and 25 mpg combined. So there you go. The one with two more cylinders burns slightly more fuel. If emissions are a concern, presumably because you want to hang out in your garage with the door down while the car is running and survive, you’re in luck: Poised to compete with the Porsche Macan EV, the fully-electric Maserati Grecale Folgore is coming soon. I have thoughts on what we know so far, but I’ll keep those to myself until we know the price.

For the rest of you gas-guzzling scum, the Grecale Trofeo is quick. Maybe it doesn’t have the instant torque of an EV, but 3.6 seconds to 60 mph is enough to scare the demons out of you—with an exhaust that sings like Pavarotti and turbos that flutter like your heart will when you hear ’em. Believe it or not, you won’t find a fast compact SUV that bests the Grecale’s horsepower, straight-line acceleration, and top speed for the price. The vastly lower-cost X3 M comes close, darting from zero to 60 in just under four seconds, but close doesn’t win pink slips when you’re dropping the kids off at school.

Seeing as it weighs nearly 4,500 pounds, that’s an impressive feat. Impressive, but not terribly surprising since it’s powered by a detuned version of the twin-turbo Nettuno V6 engine shared with Maserati’s halo car, the MC20. As with the GranTurismo, the Grecale is underpinned by a Maserati-fied version of Alfa Romeo’s Giorgio platform, the same one found in the late Giulia and Stelvio Quadrifoglio (RIP).

You can feel it, too.

In Corsa mode, the gear changes hit with a satisfying punch, the suspension stiffened, and I was dropped so close to the road that, as with my Giulia, I could sail through corners in the Grecale Trofeo with unwavering confidence.

What’s not?

– Too many screens – Cursed gear selector – Unproven long-term reliability – Silly digital dash clock can be tacky – Priced among fierce, proven competitors

Maserati Grecale: see prices at CarGurus

To lease or not to lease? That is the question

Growing up as a child of hip-hop from the aughts into the early ’10s, it wasn’t that long ago when driving a Maserati was as much of a flex as a Maybach, a Rolls-Royce, or a ‘Rari. But sometime between Backseat Freestyle and To Pimp a Butterfly, the iconic Trident badge lost its exotic sheen, and for good reason.

Famously, the Ghibli sedan and Levante midsize SUV were introduced with cheap parts from downmarket brands like Chrysler and Dodge. Then there were the quality control problems, in some cases ranking Maserati dead last in reliability. Don’t get me started on its depreciation. As much as I enjoyed the Maserati Grecale Trofeo for everything it was, is everything it was everything it will be, and for how long?

There’s seemingly no shortage of Tesla slander on the internet. Some can be a little unfair, and others can be… well, Tesla sometimes seems like it’s asking for it, doesn’t it? After nearly seven years, Tesla released its revamp of the Model 3, with minimal updates that reflect the vehicle’s minimalistic styling. While few have hit the road, we look to popular YouTuber Doug Demuro for the inside scoop on what we can expect to see from the new Tesla Model 3.

Tesla Model 3: see prices at CarGurus

Quirks and features according to Doug Demuro

As we’ve already stated, and Doug agrees, the newly re-envisioned Tesla Model 3 doesn’t seem to have many new changes. Before watching the video, we were somewhat hopeful that he would enlighten us about some of his iconic “quirks and features” that would change our minds. At first glance, the most obvious cosmetic update to the EV is the front fascia, but Tesla is known more for user-focused updates, so we decided to hear Doug out.

Cosmetic updates for the Tesla Model 3

The front fascia of the car looks more like a mid-generation facelift than an actual update, and even at that, the changes are minor. The side body lines, door panels, and rear end of the car are noticeably unchanged, leaving us to believe this is hardly an update to the styling. If you are already underwhelmed by the appearance of Model 3, these “major revisions” aren’t going to spark your interest either. The good news is that Tesla continues to offer few features to allow buyers to customize their Tesla Model 3, with the exception being wheels and trim colors, so wrap shops and car customization businesses can rest assured that their place in the Tesla community will go on.

The rear end also has some subtle and barely notable changes to the rear end of the car, most noticeably in the taillight, which now forms more of the body of the vehicle than the outgoing model. Speaking of subtle changes, that is the best way Doug could politely describe the generally negligible updates to the interior.

Questionable interior changes for the Tesla Model 3

Sitting in the driver’s seat, Doug claims that although there aren’t many changes you can see, the overall quality of the textiles and surfaces has been updated. This is likely a direct result of owner complaints that the original Model 3 didn’t feel like a luxury car. New material choices on the dashboard and around the interior feel a bit like a page out of Lucid’s book, but we will give Tesla some credit for the effort.

The biggest change to the interior doesn’t even involve the driver but rather adding another iPad-like screen to the rear of the car for backseat occupants. To Tesla’s credit, the addition of entertainment features such as Netflix, Hulu, and the arcade mode is a big bonus for some buyers. Neat.

Don’t worry, though. There is one major change for the driver, and… We hate it.

If you’ve never driven a Tesla, you may feel slightly confused when getting into the driver’s seat of the original Model 3 because it doesn’t start or engage like your typical vehicle. With the outgoing generation, gear selection was available through a stalk that protruded from the steering wheel, alongside traditional turn signals and windshield wiper controls. In an attempt to make the car even simpler, Tesla has removed the shifter and turn signal stalks and made users completely dependent on the touchscreen or controls directly on the steering wheel, making us feel more like we’re driving a giant iPhone rather than an actual car.

Don’t trust it? Right. Neither do we. This is probably why Tesla added a failsafe in the form of ceiling-mounted gear selector buttons, kind of like the engine start button in a, er, McLaren Senna. Odd parallel, we know.

new Tesla: see prices at CarGurus

Pop quiz! How many automakers debuted all-new crossovers or SUVs in the past five years? If that sounds like too long a list, let’s cut out the seemingly never-ending crop of new EVs… Now the list gets pretty short pretty fast. But fully four have come from Toyota and Lexus: the revived Land Cruiser and its GX sibling, plus the Toyota Grand Highlander and now, its luxurious Lexus TX variant.

The Grand Highlander and TX target a much different market segment than the LX and GX, though. By squeezing three rows of seats into a compact unibody chassis, the Grand Highlander I tested last year drove just like a car. And that’s the whole point: to avoid the hefty driving dynamics of a body-on-frame vehicle while also fitting adults in the back row without too much contortionism required. 

Now, the TX arrives as a Grand Highlander that received a high-school rom-com makeover, with a range of powertrain options that cost enough to make the gradewalk differentiation between RX, GX, and LX at the top of the Lexus food chain a little more complex. But where the LX is a massive SUV that even non-car people will immediately notice how incredibly it drives, the RX is sporty and compact (but also ugly and annoying), and the GX caters best to an off-roading crowd, the TX ticks boxes in the middle ground for city commuters or large rural families alike.

Skip to section:

• Specs
• Design
• Price
• Interior and tech
• Lexus luxury
• Conclusion

Price and specs

Lexus TX: see prices at CarGurus Lexus TX hybrid: see prices at CarGurus

Base price:	$55,050
As-tested price:	$67,925
Engine:	2.4-liter turbocharged inline-four
Transmission:	Eight-speed automatic
Drivetrain:	All-wheel drive
Power:	275 hp @ 6,000 rpm
Torque:	317 pound-feet @ 1,700 rpm
Weight:	4,730 pounds
0-60 mph:	7.8 seconds
¼-mile:	15.5 sec @ 91.2 mph
Tow rating:	5,000 lbs (w/ optional equipment)
Top speed:	112 mph
MPG:	20 city, 26 highway, 23 combined
Fuel capacity:	17.8 gallons

Lexus TX 350 Luxury exterior design

Still recognizably related to Grand Highlanders, little differences on the TX’s exterior make a big difference in first impressions. My loaner’s Celestial Silver paint job actually ends up on the bolder end of the scale—unusual for a silver car—because the smoothed lines end up somewhat reminiscent of a Naboo royal starship from Phantom Menace. The wide grille and body-colored fender cladding end up disappearing better into darker tones, which serves the TX’s overall form somewhat better.

But generally, the TX again occupies another middle ground in terms of exterior design, carrying over some swooping Lexus styling cues of old without edging into the boxy angularity introduced on the flagship LX giant and applied entirely overboard on the new adventure-centric GX. A few concessions to contemporary competitors shine through, too, mostly in the form of metal trim above most side quarter windows and almost snake-eye headlight housings.

What’s hot?

– Silent, serene ride becoming of Lexus – Smooth suspension and confident AWD handling – Premium leather and touchpoints – Snappy 14-inch touchscreen

Lexus TX 350 Luxury pricing breakdown 

A base TX starts at a competitive MSRP of $55,050, but pricing escalates quickly from there. This tester with the base 2.4-liter inline-four and Luxury trim comes out to $67,925, with the added Technology Package ($2,150), Convenience Package ($895), Mark Levinson sound system ($1,160), and second-row captain’s chairs ($680) making up the big-ticket items.

Adding $12,000-plus in options may not factor in for most buyers of the lowest-spec TX, but stepping up to other drivetrains bumps up the sticker shock even more. The TX500h with a hybrid version of the 2.4-liter engine starts at $69,350. And the top dawg TX550h+ swaps in a plug-in hybrid twin-turbo V6 engine good for 404 horsepower and 33 miles of electric range, but that starts nearly in LX territory at $78,050.

Lexus TX 350 Luxury interior and tech

After driving almost every trim level of the Grand Highlander last year, the first thing I noticed about the TX probably helps to set it apart the very most: supremely comfortable seats bedecked in supple semi-aniline leather upholstery. Adjusting the driver’s bucket with generous lumbar support and a counterintuitive combination of firm padding but opulent cushion somehow boggled my backside. And the TX arrived almost immediately after driving a new Aston Martin. Not bad, Lexus.

Meanwhile, the TX adds a couple more inches of touchscreen to reach a 14-inch diagonal measurement, with a snappy interface that looks somewhat familiar. Physical climate control dials mix with a frustrating combo of the home screen and menu pages for selecting temperatures and fan settings, but at least a little nub of a gear shifter hasn’t given way to the all-too-common dial knob.

The digital gauge screen provides clear, if slightly dim, vehicle information while driving. And the Mark Levinson Surround Sound system cranks tunes up nicely, though on my own TX I might fiddle with the equalizer to boost a bit more bass to match the crisp mids and trebles.

Of course, typically overaggressive Lexus driver aids fit into the technology discussion, too. Though not as bad as the RX, the TX still dings incessantly for driver inattention—ironically pulling my eyes toward the gauge screen instead of back to the road. Lane tracing works well most of the time but gets overwhelmed by traffic or curves in the road, and startling automatic emergency braking while backing up sometimes creates the impression of a collision that didn’t actually happen.

Swaddle the whole fam in Lexus luxury

A cozy, competent urban runabout

Driving around town, the TX’s compact footprint for a three-row SUV makes navigating narrow streets, parking lots, and traffic a cinch. Despite moderately thick C and D pillars, excellent visibility also helps a ton. The stellar suspension absorbs speed bumps, potholes, and driveway entrances with the smooth substantiality expected of a luxury vehicle. To be clear, it’s not quite on the LX’s level, but Lexus clearly made suspension a priority while working over the Grand Highlander chassis.

Sound deadening also helps to create a serene cabin, which drone from the petite turbo-four only occasionally intrudes upon. The ride quality and insulation only get better at highway speeds. Hitting 90 miles an hour almost happens too easily since so little wind and tire noise enters the cabin. Head into a stiff breeze or up a steep hill, though, and the engine noise once again crops up.

The TX 350’s mill produces plenty of torque at 317 pound-feet, and the eight-speed auto shifts quickly without lurching, but the engine’s soundtrack reveals the force necessary to haul around 4,730 pounds of curb weight. A bit more exhaust burble would go a long way toward matching the confident ride quality while bolstering the physical impression of real-world performance, even if a 0-60 time of just under eight seconds seems a bit underwhelming on paper.

Driving out of Los Angeles toward the Mojave Desert early in the morning, I turned on the adaptive cruise as an experiment to compare to the exasperating RX. On the TX, Lexus’ intrusive driver aids perform better, if only slightly. As on the Grand Highlander, adjusting the adaptive cruise control speed and following distance requires using unlabeled buttons on the steering wheel that reveal their purpose strictly on the head-up display. 

The Lexus RX I drove also dinged constantly, citing driver inattention any time I wore sunglasses, but I can happily report the TX can handle shades without a similar problem. But similarly enthusiastic automatic emergency braking frequently left me looking around to see what I backed into to cause such a sharp stop.

The TX 350 also marked my first time ever trying an autonomous parking function in any car. Perhaps we can blame the first attempt on driver error, as I pulled up slightly in front of the wide open spot as if to parallel park normally. Pushing the button then prompted the TX to back in perpendicular to the curb. I tapped the brake pedal and reset directly next to the open spot, and with three back-and-forths, the TX parallel parked itself… 30 inches from said curb. I then corrected it with another back-and-forth adjustment. It’s not terrible, and it’s kind of fun to just let Lexus take the wheel, but I’d be curious to try in a tighter situation with a car that I don’t have to give back a few days later.

A road tripper for the more dynamic family

From the Mojave Desert, I then took a quick rip up the back roads toward Wrightwood, California. Dark clouds up the hill looked threateningly close to snow, and though the TX handled every mountain corner of clean asphalt without breaking a sweat, those eco-friendly Goodyear Assurance tires seemed unlikely to handle any real slip-and-slide particularly well. As I hauled through corners, thick sway bars, and sublime dampers preventing much in the way of body lean, I also played with the paddle shifters to keep the 2.4-liter mill in its happy place. But as great as paddles are, modern turbocharger wastegates make torque curves flat enough that revving to the moon becomes unnecessary. 

Still, the sheer pace I managed in a TX on eco tires surprised me. Both the Toyota and the Lexus versions provide real passenger car performance with full-size interior volume, as I learned when I pulled over to shoot some pics and folded down the rear seats. With the third row of seats up, my little duffle fit just fine, but tapping a button to fold them down opened up a cavernous cargo compartment. Then, I flipped a few levers on the second-row buckets to tilt them down, as well. 

With everything folded, Lexus claims the TX can hold 97 cubic feet of cargo. More importantly, from my perspective, the rear now looked plenty large enough to carry bikes or skis (the largest objects I tend to schlep around). I even feel optimistic about testing that all-wheel-drive system in the snow and dirt with more legit tires.

The TX also earns up to a 5,000-pound tow rating, so a trailer hitch bike rack might fit into the mix quite well, too. Fixed roof rails ready for crossbars mean that a roof box, necessary when traveling with seven or eight passengers and luggage, can be mounted with ease. But in fairness to the entire goal of the Grand Highlander and TX alike, for most trips, the interior should do just fine. 

What’s not?

– Base 2.4L engine comes up lacking – Typical Lexus intrusive driver aids – Frustrating climate controls – Hybrid options add up quickly

New Lexus: see prices at CarGurus

Goldilock’s Lexus crossover?

Headed back down the hill towards LA, I pondered all the various ways that a TX with each powertrain could fit into the expanding Toyota and Lexus lineup. Comfortable and capable, with enough space for a large family or friend group, smooth and easy to drive, all within a luxurious passenger compartment—the TX isn’t too much bigger than an RX from the outside but much more spacious on the inside. And it’s so much smaller than the other Lexus three-rows, the GX and LX, that the efficient layout almost reminds me of EV packaging. An impressive achievement, to say the least.

The powertrain options and concomitant pricing hikes combine to make the TX unique. Want to spend LX money on a powerful plug-in hybrid? Go buy a TX550h+. How about finding a truly luxurious ride without feeling ripped off? Yep, the base TX will do, even though all cars are terribly expensive these days. But I suspect the mid-level 2.4-liter hybrid takes the cake, able to merge easily between comfort in the city and longer road trips with the fam. Maybe even a bit of sportiness enters the equation, too, which the base TX 350 Luxury proved possible over a week’s worth of driving.

Spring has sprung when a racecar has won. All racing is back, and we couldn’t be happier. This past weekend, we saw racing from Formula E, NASCAR, and the 72nd running of the 12 hours of Sebring. There was a lot to digest, from heat and tires to crashes and rookies making moves. We’ll break down a few key talking points so you can sound like an expert if anyone asks your thoughts.

Shop sports cars nearby: see prices at CarGurus

IMSA – Twelve Hours of Sebring

Florida’s Sebring International Raceway is one of the oldest continuously operating race circuits in the States. It’s a wiley course that will test patience in the sweltering heat, with devious bumps, unforgiving turns, and cruelty to tires and engines.

After leading the majority of the race, Pipo Derani crashed out halfway through, and it was wild to watch in real-time, to say the least. He and the Whelen Cadillac Racing team qualified 1st in the Grand Touring Prototype class but finished 10th because of this incident. Pipo walked away rattled but no worse for wear. The fact that he was okay is a testament to how these cars are designed now, as well as the safety measures IMSA has in place to protect drivers and fans alike.

Colton Herta was one of many IndyCar drivers who stepped away on an off-weekend to participate. He and the Wayne Taylor Racing/Andretti Autosport team finished 1st. He and teammates Louis Deletraz and Jordan Taylor (Wayne Taylor’s youngest son) were at the front of the Grand Touring Prototype class for most of the race in their Acura ARX-06.

Speaking of Indy drivers… Romain Grosjean finished 7th, also in the Grand Touring Prototype class with Lamborghini. This is a bit special as he took the helm of the SC63 prototype racer, making this its first WeatherTech Championship start at Sebring. He also had to drive several laps with his door ajar. Was this good or bad in the ungodly Florida heat? You’ll have to ask the Phoenix yourself.

We especially love the win of Trackhouse‘s developmental driver, Conor Zilisch. Winning in the Le Mans Prototype class, this is the 17-year-old’s second IMSA podium this season. He also placed 1st at the 24 Hours of Daytona in February. The future certainly seems bright for him and the Era Motorsport team. Zilisch was presented with sparkling wine for the celebration, not champagne.

Win the Weekend is a great IMSA series if you’re looking to learn more.

Formula E – São Paulo E-Prix Round 4

This was probably one of the best races of the year so far. I know it’s early, but the way I screamed for the last 30 seconds was incredible. While I am a Porsche girlie for Formula E, I do like to keep an eye out for McLaren drivers in all series of racing. With record temperatures in Brazil at the São Paulo E-Prix, drivers were asked to manage not only their batteries (thanks to several caution flags and safety car appearances) but also the actual heat of the whole car.

My beloved Portuguese veteran, Antonio Felix Da Costa, and his teammate Pascal Wehrlein ran front for most of the race. At one point, just a three-second split separated the top ten drivers. It was tight, with Attack Mode activations hitting around the same for most of the top pack. It certainly kept this E-Prix interesting.

With battery power trickling down and laps flying by, Jake Dennis in the Andretti car was hitting critical temperatures trying to defend his position. Sam Bird enters the chat.

I loved everything about this win for Sam. After being fired from Jaguar after three seasons with them, he looks mighty good in Papaya. At barely 1% of his battery remaining, Sam completed one of the most amazing overtakes in Formula E history with seconds on the clock to do so. He proceeded to pray to the EV gods, flying by Mitch Evans in the Jaguar car. If he flipped the bird (wink) on his way to victory, no one would have judged him. I certainly didn’t.

Still hoping for a De Vries-alution; he finished 18th. Justice for Nyck.

Feel free to peep my Formula-E explainer here, if you need a little insight.

NASCAR – Food City 500 Bristol Motor Speedway

The horrifying confusion and surprise about tire degradation need to be studied. Y’all, I grew up remembering dirt tracks. Okay, I know it was dirt not that long ago, but I think after this weekend, we’re headed back to red clay somewhere. This new era of NASCAR tests every discipline of racing, except dirt, in a real way. I beg you, NASCAR, to bring more dirt tracks back! Maybe Bristol was never meant to be concrete. The track was a nightmare in qualifying, and not a single team could figure out what it was going to be like on the big day.

Thus, on Sunday afternoon, it was just all over the place. Goodyear and NASCAR had a crisis regarding when to release more tires to the teams and how fast each was shredding. Ty Gibbs took stages one and two, with Denny Hamlin winning the overall. Insert eye-roll emoji.

And because I’m a messy bitch who loves drama, Ross Chastain lives rent-free in Ryan Blaney’s head. After another run-in at Bristol, Melon Man is getting cozy in that man’s mind. Viva la Trackhouse. #Dale

Upcoming for this Weekend

– Formula 1 is back in Australia. Catch the race on Sunday at midnight for East Coasters on ESPN or F1TV. F2 and F3 will be a part of the Australian GP.

– IndyCar will return to the South Palm circuit for the Thermal Club $1 Million Challenge. Catch the race on Peacock or NBC Sports—at 12:30 pm EST.

–NASCAR hits one of my favorite tracks at COTA in Austin. Tune into Fox at 3:30 pm EST for what’s sure to be another amazing race. Legendary driver Kamui Kobayashi will be jumping in the #58 Mobil 1 for 23X1, just for this race. And Trackhouse bestie SVG will be in the #16 WeatherTech car for Kaulig Racing.

In the documentary Objectified by Gary Hustwit, there’s an extended sequence where industrial designers for automakers describe the joy of putting a “face” on the grille of a vehicle. I think about this bit every time I see a Rivian EV on the road, with its little cartoon frog-looking “eyes.” This proprietary headlight and grille array makes Rivian EVs immediately identifiable – an absolute plus for a brand still trying to find its footing in the increasingly crowded EV market. Rivian continued to turn heads last week when it announced not one but three upcoming mid-sized crossover electric SUVs: the affordable Rivian R3, the R2, and the R3X.

Skip to section:

• Reveal highlights
• Price
• Interior and tech
• Range and charging
• Performance
• Design
• Review round-up
• FAQs

used Rivian: see prices at CarGurus

Rivian R3 reveal highlights

In case your invite to the Fashion Week-inspired event got lost in the mail, Rivian put together this bafflingly edited hype video of some of the best moments from the launch.

Rivian R3 price and trim options

Details are still scarce for the Rivian R3, and production might not begin until 2026 at the earliest, but that can’t stop us from being excited about this affordable crossover EV. The hatchback-like R3 and its slightly bigger cousin the R2 are part of what Rivian is referring to as their new midsize platform:

This platform consolidates and eliminates parts thanks to intelligent design, including the use of high pressure die castings, a structural battery unit where the top of the pack also serves as the floor, and closure systems that dramatically reduce complexity.

Rivian Press Release

Similar to other electric carmakers, Rivian plans to offer the R3 in three motor arrays: Single-Motor (RWD), Dual-Motor (AWD), and Tri-Motor (two in front, one in back.) The press release claims that the Tri-Motor model will have some real pep, with a projected 3-second 0-60 time.

While these numbers and engineering feats are impressive on paper, it’s best to stay cautious until we get closer to the production date. That said: you might audibly gasp (like the event attendees in the video above did) when you hear the projected MSRP. The base model Rivian R2 is expected to start at $45,000 and, given the flap Tesla absorbed over the Cybertruck’s ballooning ticket price, it’s safe to assume Rivian is over-estimating.

As for the Rivian R3? The company is hoping that the slightly smaller crossover vehicle will have an appropriately smaller price tag. We’ll update this post as we get more details, but a starting price in the $35,000 range would make the Rivian R3 a fierce competitor for the remarkably affordable Hyundai Ioniq and Kona models.

2027 Rivian R3 Price and Trim Options

• Electric Motor Options:
  • Single-Motor (RWD)
  • Dual-Motor (AWD)
  • and Tri-Motor (two in front, one in back)
• Starting price: Under $45,000 (estimated)
• Lithium-ion battery capacity: 1000V (estimated) via Rivian’s new 4695 battery cell
• EPA-estimated range: 300 miles per charge (estimated)

Rivian R3 interior and tech

As with many newer EVs, the Rivian R3’s skateboard-style battery array allows the designers to pack an incredible amount of space into a standard crossover’s footprint. As such, the Rivian R3’s interior looks luxuriously roomy. I am 6’5″, and just looking at the pictures on Rivian’s site, I can hear my legs screaming, “Please! We need one!”

For what will be marketed as a budget crossover EV, it’s clear that no expense was spared when considering the interior. Sleek details and organic textures like cork hide the spirit of a high-end vehicle in the price tag of a starter EV. A massive center console display screen and a full LED dashboard display will surely offer entertainment, customization, and other important controls at the touch of a button.

Rivian is clearly aiming for the adventure-adjacent set with the Rivian R2 and R3. And the R3X promises to be both a high-performance speed machine and a more sturdy off-road model, offering an optional pop-up tent you can attach to the crossover’s roof. They’re calling the add-on the “Treehouse Tent” and it will initially be available for the R2, but Rivian plans to have it available for the R3 as well.

If you don’t feel comfortable climbing onto the roof of your car, that’s fine! With full fold-down seats, you could reasonably just set up an air mattress in the back of the Rivian R3 and save yourself the hassle altogether. Me, I’ll be at the hotel.

2024 Rivian R3 electric range and charging times

As we alluded to above, Rivian’s midsided platform will utilize an all-new battery array that features 4695 lithium-ion cells, produced in South Korea by Samsung. These new cells will be 95mm long, as opposed to the 4680 cells that Tesla uses, which are 80mm. According to this exhaustingly detailed LinkedIn post, the 4695 cells will represent considerable improvements, including:

In terms of cycle life, the fast charge life of 4695 type cells is 1200cls, and the normal life is 2000cls, which is also greatly improved compared to the 4680cls of 1500.

Keven Chen

It’s worth reading the whole post if you’re interested in the lithium cell arms race, but the long and short of it is that the new batteries will be more efficient and last longer than 4680 cells. We’ll go into how this impacts the Rivian R3 electric crossover vehicle’s potential power in the next section. At the time of publication, Rivian is predicting around 300 miles of range on a full charge for the Rivian R3.

2027 Rivian R3 engine and performance

Motor1 investigated Rivian’s new battery platform based on the info available and they estimate that despite the smaller wheelbase, the R3 (as well as the R2 and R3X) will be built with 1000V architecture. This could be a real boon for anyone hoping their midsized Rivian will pack a punch. To wit:

With three of these modules wired in parallel, the voltage will remain the same but the current available will go up considerably. We don’t know what the individual cell ratings are, but other 4695s are capable of pulse discharging at up to 10C, or ten times their rated capacity in amp-hours. This could mean available power as high as 900kW, or around 1,200 horsepower. 

Peter Holderith – Motor 1

2027 Rivian R3 design highlights

We’ve glossed over it in this article because the news about the battery platform and price tag were so distracting but let’s be frank: The Rivian R3 crossover EV looks like it’s going to be as attractive as it is affordable. Taking design cues from classic rally vehicles like the Audi Quattro Coupe and Delta Integrale, the Rivian R3 is sure to turn heads once it hits the street.

In an interview with Road & Track, Rivian Chief Design Officer Jeff Hammoud said:

The brief I gave the design team was like, we need this to be our Solo Rally Car. So on our image boards, we had the Delta Integrale and the Audi Quattro coupe from that era… That nostalgic feeling where it looks modern, but where it looks like it’s from the future, and the past, at the same time.

Rivian CDO Jeff Hammoud in Road & Track

Clearly, a lot of love went into designing the Rivian R3, and the designers also spent a lot of time imagining what people might use the car for. An innovative “flipper glass” rear windshield flips up to allow for carrying long items like kayaks and surfboards. And to top off the back of this hatchback-esque EV, a cute little spoiler. Simply, chef’s kiss.

We already covered the interior storage but a massive “frunk” is tucked away in this quasi-diminutive electric EV. Rivian owners are already delighted to see that the company has improved upon the R1 line’s hard-to-access front trunk.

Overall, if they pull it off, Rivian R3 could turn the world of electric vehicles on its head. No longer will EV consumers have to choose between form, function, and affordability. With its estimated sub $45k price tag and innovative battery array, we have high hopes for the Rivian R3.

Rivian R3 review round-up

While the Rivian R3 electric crossover vehicle is still quite a ways off, some lucky reviewers did get a chance to see a prototype at last week’s launch event. So, while there are obviously no driving impressions and won’t be for some time, here’s a quick rundown of some of their thoughts:

One of the features highlighted by Scaringe during the event was a rear gate window that lifts up to allow for extra storage, especially of long items. (He called it “flipper glass,” but it was unclear if that was a nickname or something more official.) And like the R2, the rear seats fold flat for added cargo space — which he said “creates an opportunity for in-car camping.”

There’s still a lot that’s unknown about the R3, but if the R2 is meant to compete with the big boys like the Tesla Model Y and Ford Mustang Mach-E, then the R3 looks more like a rival to the Korean EVs, like the Hyundai Ioniq 5 and Kia EV6.

Andrew J. Hawkins – The Verge

And all of that isn’t even about the car I liked most from the showing. I’m a small-car guy (and you should be too), so the surprise small-SUV-crossover-rally-car-hatchback-or-whatever-you-wanna-call-it R3 was extremely exciting to me. I love the form factor, I love that they got their inspiration from ’80s Group B rally cars (complete with funky interior), and I can’t wait to see more details on this vehicle.

There were hints of a few neat hidden ideas on the R3, like a (removable?) storage compartment on the back of the driver’s seat on the R3X and some kind of cool strap-down blanket thingy on the passenger’s seat, but since the doors weren’t open and that car is quite far from production, those will have to wait for another day.

Jameson Dow – Electrek

The R3 looks more like a lifted hatchback than a proper SUV thanks to short overhangs and tighter packaging. We don’t have full dimensions just yet, but Rivian CEO RJ Scaringe said the R3 rides on a wheelbase that’s 5 inches shorter than the R2. It also looks to be shorter in overall length than the R2 (which itself is 15 inches shorter overall than the R1S). That hatchback look is emphasized by a large rear tailgate that integrates a flip-up piece of rear glass cutely named “flipper glass.”

The interior is made from sustainable materials including cork, and Rivian said it’s possible to fit a mattress in the rear hatch area (for camping trips or sleeping on a long roadie). You also get not one but two gloveboxes inside, and the interior design is classic Rivian, although it seems slightly more minimalist than we’ve seen in the R1 cars.

Nick Yekikian – Edmunds

2027 Rivian R3 FAQs

When is the Rivian R3 crossover electric vehicle expected to go into production?

Rivian has announced that the R3 will begin production after the first production models of the slightly bigger Rivian R2 leave the factory. The company says this will allow smooth ramp-up and delivery of the initial R2 electric vehicles. By current estimations, that means the R3 will begin production in mid-to-late 2026. That means the first Rivian R3 crossover electric vehicle will likely be part of the 2027 model year.

How much will the Rivian R3 crossover EV cost?

At the time of publication, Rivian has not yet shared the targeted MSRP for the Rivian R3. The launch press release does mention that the base model of the larger Rivian R2 will be $45,000 and that the Rivian R3 will be priced below that. An MSRP below $45,000 would put the Rivian R3 in the same category as the Hyundai Kona or Ioniq 6.

What will the battery range and power of the Rivian R3 crossover EV be?

It is speculated that the Rivian R3 will be built on a 1000V platform featuring Rivian’s new, longer 4695 lithium-ion cells. In addition to allowing more design flexibility, this battery promises to have a longer life and more efficient charging time. In official press releases, Rivian says the Tri-Motor Rivian R3 will be able to go 0-60 in an impressive 3 seconds. This would put the Tri-Motor Rivian R3 on par with supercars like the Audi RS e-tron GT (3.0s) for (presumably) a much smaller price tag.

used Rivian: see prices at CarGurus

Every previous iteration of the Hyundai Santa Fe has been perfectly acceptable, but only the bargain-priced, V6-powered first-gen crossover raised any eyebrows. Since then, the South Korean utility player has been content to provide its owners with adequate driving dynamics, decent packaging, and a great warranty, as is the trend with Korean automakers in general lately. As for individuality, well, the Santa Fe was about as forgettable as they come.

That changes with the 2024 Hyundai Santa Fe. One need look no further than the bold, pixelated styling for proof of personality. In the name of detail, the boxy crossover now features a standard turbocharged 2.5-liter four-cylinder, three rows of seats, extensive technology, and a surprisingly rugged XRT trim level. Hyundai’s wallflower is blooming and bloomin’ great.

Hyundai Santa Fe: see prices at CarGurus

Price and specs

Base price:	$35,345
Price as-tested:	$49,695 (Santa Fe Calligraphy AWD)
Engine choices:	2.5-liter turbocharged inline-four
Transmission choices:	8-speed dual-clutch automatic
Drivetrain choices:	Front-wheel drive, all-wheel drive
Horsepower:	277 horsepower
Torque:	311 pound-feet
Weight:	4,486 pounds
0-60:	TBA
¼-mile:	TBA
Towing capacity:	3,000 pounds, 4,500 pounds (XRT)
Cargo space:	14.6 (third row up), 40.5 (third row down), 79.6 cubic feet (third and second row down)
MPG:	20 city,  29 highway, 24 combined (FWD), 20 city, 28 highway,  23 combined (AWD), 19 city, 26 highway, 22 combined (AWD XRT)
Fuel capacity:	17.7 gallons

What’s new?

Eight-bit styling

The 2024 Hyundai Santa Fe is an all-new design, sharing little with its predecessor. Numbers? It rides on a 110.8-inch wheelbase, up two over the old Santa Fe, and overall length is up by 1.8 to 190.2 inches total. The new, so-called MX5 platform—no relation to the Mazda roadster, obvi—also gives the Santa Fe a shorter front and longer rear overhang, which is good news for cargo space.

Hyundai made the most of that larger footprint by giving its mid-size SUV a boxier, more upright design. The square rear end provides the Santa Fe 40.5 cubic feet of cargo space behind the second row, up from 36.3 on the previous version, and the liftgate opening is a staggering 5.7 inches wider and 2.0 inches taller. There’s also a standard third-row seat, with a surprisingly healthy 14.6 cubes of cargo room with all the rear seats in place. Overall interior room is class-leading, beating out the five-seat Honda Passport and Subaru Outback, as well as the seven-seat Kia Sorento.

The cubist exterior looks nothing like any other Hyundai before it. “We want our cars to look like a chess set, not Russian nesting dolls,” said Hyundai North America Head of Design, Kevin Kang. The rook of the group gets a bluff front end, H-pattern daytime running lights, vertical roof pillars, and funky-cool gloss black wheel arch surrounds that make the fenders look beveled and square. To top it all off—literally—there’s a battlement of roof rails standing tall and proud. Despite this squared-off design, the Santa Fe achieves a commendable 0.29 coefficient of drag thanks to air curtains in the front bumper and clever underbody aero management. 

Handsome, tech-focused interior

Inside, the Santa Fe looks a lot like other Hyundai products, especially the top-trim Calligraphy model with its matching 12.3-inch screens for both the instrument cluster and infotainment system. The instrument panel is very rectilinear à la Ioniq 6, although there’s some clear Range Rover influence in the four-spoke steering wheel. The tech suite is familiar, but Hyundai did add one crucial improvement. Wireless Apple CarPlay and Android Auto have finally arrived on the automaker’s larger infotainment screen, made all the better with a pair of wireless chargers located side by side on the console.

Other new tech features include a more advanced version of Digital Key that no longer requires the driver to hold their phone up to the door to unlock or to the dashboard to start the Santa Fe—now you can just leave your phone in your pocket or bag, just like a proximity keyfob. Furthermore, Hyundai promises that Bluelink services will be free with no expiration for the original owner, a nice break from the subscription paywall that some automakers are erecting. Bluelink includes safety alerts and maintenance reminders, as well as smartphone-connected remote start, locking, and unlocking. It’ll also allow owners to set valet and teen-driver parameters for a little extra security and control.

In front of the passenger are three distinct storage areas: an enclosed bin on the dash fascia (with a UV-C sanitizing system on the Calligraphy), a conventional glovebox, and an open slot in between the two. There’s also a floating center console with storage underneath, a dual-action cubby armrest that both front and rear passengers can access, and a drawer-style bin for the second row. Add it all up, and there are plenty of places to stash road snacks, phones, wallets, pocketbooks, handbags, etc. Two USB-C ports appear everywhere on the console, with two more on the front seatbacks for second-row passengers. The third row even gets its own 120-volt inverter to keep devices charged.

Newly standard power and performance

Mechanically, the Santa Fe is hugely improved over its predecessor. For now, the only powertrain available is a turbocharged 2.5-liter four-cylinder, making 277 horsepower and 311 pound-feet of torque and mated to an eight-speed dual-clutch transmission. Front-wheel drive is standard on the SE, SEL, Limited, and Calligraphy trims, with all-wheel drive available as a $1,800 option; the ruggedized XRT trim gets it standard, appropriately enough.

That XRT, by the way, offers Hyundai’s first-ever factory-fit set of all-terrain tires. It also gets 8.3 inches of ground clearance (up from the standard Santa Fe’s 7.0 inches), giving it more under-car room than the Kia Sorento X-Line and Honda Passport Trailsport—though the Subaru Outback still wins with 8.7 inches of ground clearance. The XRT doesn’t include an off-road driving mode, but Hyundai retuned the stability and traction controls for rough-road duty. The Santa Fe’s all-wheel-drive system allows for a 50:50 center differential lock, which is not always common in modern crossovers. 

Within the next few months, Hyundai will release the Santa Fe Hybrid, which will be offered in SEL, Limited, and Calligraphy trims. The electrified crossover will combine a turbocharged 1.6-liter four-cylinder, 44.2-kilowatt electric motor, and 1.5-kilowatt-hour lithium-ion battery to produce a total of 231 horsepower and 271 pound-feet of torque. A six-speed automatic transmission is standard, as is front-wheel drive. All-wheel drive is again a $1,800 option.

What’s it like to drive?

On the open road

Thanks to the crisp-shifting eight-speed DCT and torque-rich engine, the Santa Fe gets up to speed smoothly and quietly. With more than 4,000 pounds to haul around, the powertrain isn’t outrageously fast, but I never felt concerned about making quick two-lane passes on hilly Tennessee backroads. The newly standard turbo engine is a huge upgrade over the 191-horsepower atmospheric 2.5-liter on the old Santa Fe, which felt lethargic when asked to hustle. 

Hyundai paid special attention to noise insulation, knowing that the boxier interior would naturally be more susceptible to booming noises. Yet, even over gritty pavement or gravel, the cabin remains serene and quiet, and the ride is well-damped and smooth. At freeway speeds, wind noise is generally well-controlled, although the elevated roof rails may have contributed to some rushing sounds I heard when traveling above 75 miles per hour. Only the pickiest ears will take umbrage, though.

The front row is very comfortable, especially on the Calligraphy trim that includes heated and ventilated seats, a heated steering wheel, a litany of power adjustments, and lovely Nappa leather upholstery. My driving position never felt quite right, and I found myself wishing the telescoping steering wheel would extend further so I wouldn’t have to scoot closer to the pedals. What’s more, the helm’s angle is slightly bus-like; when adjusted so I could see the entire gauge cluster, I felt like the wheel was angled toward my shoulders, not my chest. Still, I grew accustomed to the reach-rake after several minutes and never felt achy or uncomfortable in my four hours behind the wheel. 

The front right seat of the Calligraphy gets all the same comfort and adjustability as the driver, and occupants of the second-row captain’s chairs enjoy fore-aft and recline adjustments, deployable armrests, and a supportive seat profile to get themselves perfectly situated. The third row is small, and anyone measuring above five feet tall will get intimately acquainted with their knees on a long drive. But for kids, short distances, and emergency carpool situations, the standard way-back is a nice feature to have.

The confident ride begins to erode somewhat as the pace quickens, with some noticeable body lean in sweeping corners. But arguing about quick transitions in a family crossover is decidedly silly, so I’ll just say that the Santa Fe’s competent, sedate handling will inspire neither fear nor enthusiasm. Ditto the feather-light, accurate, and numb steering. It’ll do the job just fine, and that’s all one could expect.

Out in the woods

After several hours in a Calligraphy, I swapped into a Santa Fe XRT for a quick 30-minute jaunt on some of Tennessee’s easier off-road trails. Like other all-wheel-drive Santa Fes, the XRT has downhill assist control and the aforementioned locking center differential, but the real party piece is the all-terrain rubber sourced from Continental. The added ground clearance is a nice boon as well, imparting a bit more driver confidence when traversing the rough stuff.

The first segment of the off-road course was relatively easy, but the second portion included some rivulet crossings that maxed out the Santa Fe’s relatively limited articulation and left a front or a rear wheel hanging in the air. Here, Hyundai’s retuned stability control came good by letting me keep my foot on the throttle and letting the software send power to the wheels on the ground instead of the one in the air. Hard-core off-roading would require a low-range transfer case and more wheel travel, but a fire road or mountain trail needn’t deter the XRT driver from finding that perfect campsite or fishing hole.

New Hyundais: see prices at CarGurus

A family SUV with some attitude

Whether choosing the value-oriented SE, the loaded Calligraphy, the ruggedized XRT, or anything in between, the 2024 Hyundai Santa Fe is an impressive three-row crossover. Its starting price of $35,345, including destination, is dearer than that of the Honda CR-V, Toyota RAV4, Subaru’s Forester, and Outback, but the Hyundai is vastly more powerful and spacious than those products. Compared to the $42k-and-change Honda Passport, the Santa Fe is both torquier, cheaper, and more efficient, and it offers more cargo room behind the second row and the convenience of a third row when needed. 

Beyond those left-brain attributes, the Hyundai Santa Fe is also interesting to look at. It’s quiet and smooth on the open road, and it appeals differently from its predecessors. No longer bland and blasé, it is yet another boldly styled and well-executed product from the South Korean brand.